Railway expansion joint



Jan. 12, 1937.

J. E. CONLEY RAILWAY EXPANSION JOINT 5 Sheets-Sheet l Filed Sept. 11, 1954 4 J lllllllll rllllllllllll l Jan. 12, 1937. J. E. CONLEY RAILWAY EXPANSION JOINT Filed Sept. 11, 1954 3 Sheets-Sheet 2 E. C NLEY X3 IIEIIEIILMH I I l: I

, JOHN %W Jan. 12, 1937. J. E. CONLEY V RAILWAY EXPANSION JOINT Filed Sept. 11, 1954 5 Sheets-Sheet :12 E. CONLEY Patented Jan. 12, 19357 FATENT @FFEQE 16 Qlaims.

This invention relates to expansion joints for railways and has for its general object the provision of a construction which includes a sliding scarf joint in the track which adapts it particularly for use as an expansion joint for bridges with fixed. spans, drawbridges, lift bridges, and in other relations in which the employment of an expansion rail may be found desirable or expedient.

A more specific object of the invention is to provide a construction in which the transfer of the wheels of the railway vehicle from one side of the joint to the other takes place on one span and not between spans.

Another object of the invention is the con- 5 struction of an expansion joint which on double track roads with fixed span bridges can be arranged with the point trailing, a safety factor that allows the maximum speed permitted over the structure.

Afurther object of the invention is to provide a massive and integral structure underlying both elements of the joint so that the transference of the wheels from one element to the other is done without shock to either section of the joint and 25 with a minimum pounding of the rolling equipment.

Still another object of the invention is the provision of an expansion joint in which end thrust due to contraction and expansion of the span is minimized, practically eliminating stresses in the bridge structure from this cause.

A further object of the invention is the provi sion of an expansion railin which the co-operating rail members meet in a scarf joint, with means for biasing the point of one rail member laterally as their relative longitudinal movement proceeds so as to keep the joint closed, and provide a continuous bearing for the wheels, this being necessarily accompanied by a slight varia- 40 tion in the gage of the track.

Still another object of the invention is the provision of an expansion joint of the hinge type in which structure integral with one side of the joint overlaps the transverse line of separation at ,1 5 the break of the span, the parts of the joint interdigitating entirely on one side of said break.

Other objects of the invention will appear as the following description of several exemplary embodiments thereof proceeds.

50 In the drawings which accompany and form a part of the following specification and throughout the several figures of which the same characters of reference have been employed to denote identical'parts 55 Figure 1 is a plan view of an expansion rail embodying the principles of the present invention;

Figure 2 is a horizontal section of the rail joint shown in Figure 1, taken in a plane intermediate the top and base of the joint;

Figure 3 is a cross section taken along the line 3-3 of Figure 1;

Figures 4, 5, 6, and 7 are, respectively, cross sections taken along the lines 4-4, 5--5, 66, and '!'l of Figure 1; 10

Figure 8 is a cross section taken along the line 88 of Figure 1;

Figure 9 is a plan view of a modified form of the expansion joint shown in Figure 1;

Figure 10 is a horizontal section of the expan sion joint shown in Figure 9, taken in a plane intermediate the top and base of the joint;

Figures 11, 12, 13, and 14 are sections taken, respectively, along the lines ll-l i, l2|2, i3l3, and i4l!il of Figure 9;

Figure 15 is a plan view of a modified form of expansion rail joint in which an integral guard rail is provided at the side of the joint on the outside rim to give tread rim guidance where the joints on one side are some distance away from the joints on the opposite side of the track, as, for instance, on a skew bridge;

Figure 16 is a section taken along the line l6|6 of Figure 15;

Figures 17 and 18 are plan views of a further modified form of the invention, the hinge type, Figure 1'7 showing the expansion joint closed, while Figure 18 shows it open, this form showing the constant maintenance of alinement and gage;

Figure 19 is a side elevation showing one form of the hinge joint in open position; and

Figure 20 is a section taken along the line 2fi2ii of Figure 1'7.

Before referring in detail to the several figures, it may be considered broadly that a joint consists of two sections, one consisting of a traffic rail, wing rail, guard rail, and base plate, cast integral, and referred to as the body section, while the other section consists of a point rail and base plate, cast integral and referred to as the point rail section.

Now, first adverting to that form of the invention shown in. Figures 1 and 2, a form of expansion joint is shown which is adapted particularly to be employed at the ends of fixed spans on bridge structures, although it is not restricted to this employment, but may be used in sags on railroad tracks or in any place where expansion due to variation in temperatures or from other causes would have to be taken care of. It comprises a base plate I upon which is integrally mounted a rail section 2 forming one side of the joint and a wing rail 3. Figure shows that the rail 2 is supported by webs 4i and 5, the inner of which together with the web 6 of the wing rail defines a guideway in which slides an extension .7 constituting the forward end of the base of the rail point 8, which co-operates with the rail 2. Figures 5, 6, and '7 show that the rail 2 is of constantly diminishing width as it approaches the end of the .span and Figure 1 shows that it comes to a point substantially at the end of the span. The rail point 8 is formed with an inclined side 9 extending at a corresponding angle to the co-operating side of the rail 2, said inclined side being adapted upon expansion of the rails to come into coincidence with the rail 2 and upon contraction of the rails to recede longitudinally leaving an opening between the inclined sides of the rail 2 and inclined rail point 8 which enlarges as the contraction of the rails increases.-

The sides of the extension I move parallel with the direction of elongation or shortening of the rails, being guided by the webs 5 and 6 which also lie parallel to the longitudinal direction of the rails. The extension 1' snugly fits between said webs holding the end of the rail point 8 rigidly against spurious lateral movements. The extension 7 is formed with a heel 9' adapted to abut against a chuck it securely bolted or otherwise fixed to the wing rail or to the base i and acts as a stop to limit the opening movement of the joint. It will be observed from Figures 1 and 5 that the extension I underlies the rail 2 and the wing rail 3 at its forward end while continuously along its outer side it underlies the wing rail 3 as may be observed from Figures 1, 5, and 6.

The rear part of the rail point 8 is formed with a web it between the tread and base portions, the outer side [2 of which web is parallel to the longitudinal direction of the track and makes sliding engagement with the inner side 13 of the chuck Hi. The opposite side of the web H is formed with a boss M making sliding engagement with the inner face of the web 4 of the rail 2. Thus the rear portion as well as the forward end of the rail point 8 is firmly held against lateral displacement or binding due to any slight misalinement between the two sides of the joint.

It will be observed that the base I is massive and extends quite to the end of the span and that the opening of the joint occurs altogether on the span and not across the line of separation between adjacent spans. It will be understood that the provision of the flared Wing rail 3 which as will be observed in the cross sectional figures does not rise above the level of the rail 2, makes it practicable to place the expansion joints opposite one another in the two rails of the track. These guard rails being opposite prevent the flanges of the wheels from touching the points of the point rails, thus making the passage of the wheels over expansion joints safe.

In the event that the expansion joint is used on a double track railway and one be placed opposite the other where trafilc on each track is in one direction on a fixed span, it is feasible to arrange the expansion joint with the rail point 8 in a trailing direction. This imparts a factor of safety to the device which is not possible with expansion joints in which the joint members abut end to end and allows the maximum speed which is permitted over the railway.

While that form of the invention illustrated in Figures 1 and 2 is thoroughly practical for all ordinary ranges of expansion and contraction, yet it is obvious that for extreme ranges the opening between the members of the joint may be excessively wide. In order to present a construction in which this objection would not be present, that form of the invention shown in Figures 9 and 10 and inthe cross sections ap purtenant thereto has been devised which is quite similar to the modification shown in Figures 1 and 2 excepting that the extension l8 at the forward end of the rail point 3 is not parallel to the longitudinal direction of the rails nor is it guided parallel to said longitudinal direction, but on the contrary, its sides extend in a direction parallel to that of the scarf joint and it slides in a guideway formed by the webs I9 and 26] which are similarly directed. The result is that as the joint opens, the rail point is moved laterally as well as longitudinally and kept into firm contact with the inclined side of the rail 2. Regardless of how great the range of expansion or contraction may be, this close relationship of the rail point 8 to the rail 2 is always maintained by virtue of the extension 58. In this form of invention, the boss 2i and the face 22 of the web 5 against which it slides are correspondingly sloped.

The variant of the invention illustrated in Figures 9 and 10 is also designed with the flared Wing rail 3 so that two of these joints can be arranged at opposite points in a track. As in the modification previously described, they can also be used in any other desired relation with respect to the railway.

It will be understood that in the form of the invention just described, the means which holds the rail 2 and the rail point 8 together throughout their entire range of longitudinal movement also necessarily changes the gage of the track. Within reasonable limits this is not objectionable, but through extreme ranges of expansion and contraction it is preferred to construct the joint as a compromise between that form shown in Figures 1 and 2 and that shown in Figures 9 and 10 making the slope of the extension 88 somewhat less than the slope of the line of separation of the members forming the joint, so that as the joint spreads through contraction, an opening of small width will be produced between .the joint members and a slight broadening of the gage of the railway.

In both forms of the invention above described, an outer elevated guard rail 23 may be employed, such construction adding a factor of safety since in case of having to equip the ends of a bridge that is built on a skew, the type with the tread rim guide will give ample protection and prevent the wheel flanges from touching the point of the point rail section; however, where the expansion rail with the tread rim guide is used, it will generally be impracticable to place two similar joints at opposite points in the two rails of a railway track, for the gage of the wheels is not always uniform and there would be risk of jamming the wheels between the guard rails.

Figures 17 and 18 are drawn to a form of expansion joint particularly adapted to be employed on a bridge of the bascule or jack-knife type. In tins form of the invention, a heavy in tegral base plate 24 is adapted to be secured to the end of the span as indicated in Fig. 19 and carries an extension 25 which overhangs the end of the span. The extension includes the rail 2 and the wing rail 25 with the channel 21 between them for the passage of the flange. The

overhanging extension is cut entirely through to form a passage-way for the displacement in a vertical plane of the rail point 8. The rail 2 and the rail point '8 are provided with co-operating inclined faces 28 forming a scarf joint, and the outer side 29 of the rail point 8 is parallel to the longitudinal direction of the track and makes sliding engagement with the adjacent wall of the slot through which the rail point operates. The cross section shown in Figure 20 indicates that the descending member 39 which carries the rail point 8 is formed with channels having upwardly flaring sides 3!, 32, and 33 enabling the hinged member to find a seat as it comes up into horizontal position. This is to take care of any lateral lost motion or misalinement which might exist between the hinged element of the bridge and the fixed span.

While Figure 19 illustrates the hinge member of the bridge carrying the point rail section, it is obvious that the relation of the parts might be reversed, and the body section be carried by the hinged member.

It will be observed that in this form of the invention as well as in the forms previously described, the joint is entirely within the bounds of a rigid integral member, the extension and that therefore the parts of this joint will not be subject to undue wear nor will the railway vehicles be subjected to bounding as the wheels cross the joint.

While I have in the above description disclosed what I believe to be preferred and practical embodiments of my invention, it is to be understood that the specific details of construction as shown and described are merely by way of example and are not to be construed as limiting the scope of the invention as defined by the appended claims.

What I claim is:

1. Expansion joint comprising in combination, a base plate formed with a rail extension adapted to be secured in alinement with and to form a part of a rail, and a complementary base plate having a rail point adapted to be secured in alinement with and to form a part of a rail, said exlimiting the separation of said joint.

2. Expansion joint comprising in combination a base plate formed with a rail extension adapted to be secured in alinement with and to form a part of a rail, and a complementary base plate having a rail point adapted to be secured in alinement with and to form a part of a rail, said extension and said rail point having co-operating faces extending diagonally of the tread surface and adapted to coincide when said rail joint is closed incident to expansion, the base plate which carries said rail extension having a longitudinal wing rail overlapping the break between said rail extension and said rail point, but spaced there from to define a wheel flange channel, said rail point having a forward extension, and said rail extension and wing rail having web portions defining with the bottom part of said base plate a guideway slidably receiving said forward extension, and means for limiting the separation of said joint.

3. Expansion joint comp-rising in combination, a base plate formed with a rail extension adapted to be secured in alinement with and to form a part of a rail, and a complementary base plate having a rail point adapted to be secured in alinement with and to form a part of a rail, said extension and said rail point having co-operating faces extending diagonally of the tread surface and adapted to coincide when said rail joint is closed incident to expansion, the base plate which carries said rail extension having a longitudinal wing rail overlapping the break between said rail extension and said rail point, but spaced therefrom to define a wheel flange channel, said rail point having a forward extension, and said rail extension and wing rail having web portions defining with the bottom part of said base plate a guideway slidably receiving said forward extension, and means for limiting the separation of said joint, the guiding surfaces of said guideway being parallel to the direction of movement of said joint parts.

4. Expansion joint comprising in combination, a base plate formed with a rail extension adapted to be secured in alinement with and to form a part of a rail, and a complementary base plate having a rail point adapted to be secured in alinementwith and to form a part of a rail, said extension and said rail point having co-operating faces extending diagonally of the tread surface and adapted to coincide when said rail joint is closed incident to expansion, the base plate which carries said rail extension having a longitudinal wing rail overlapping the break between said rail extension and said rail point, but spaced therefrom to define a wheel flange channel, said rail point having a forward extension, and said rail extension and wing rail having web portions defining with the bottom part of said base plate a guideway slidably receiving said forward extension, and means for limiting the separation of said joint, the guiding surfaces of said guideway, and the co-operating surfaces of said forward extension being parallel to the planes of the diagonal faces of said rail extension and rail point.

5. Expansion joint comprising in combination, a base plate formed with a rail extension adapted to be secured in alinement with and to form a part of a rail, and a complementary base plate having a rail point adapted to be secured in alinement with and to form a part of a rail, said extension and said rail point having co-operating faces extending diagonally of the tread surface and adapted to coincide when said rail joint is closed incident to expansion, the base plate which carries the rail extension having a longitudinal wing rail overlapping the break between said rail extension and said rail point, but spaced therefrom to define a channel for the wheel flange, said rail point having a forward extension, and said rail extension and wing rail having web portions defining with the bottom part of said base plate a guideway receiving the forward extension of said rail point, said rail extension overhanging said forward extension, and means for limiting the separation of said joint.

6. Expansion joint as claimed in claim 5, the last named means comprising a stop on the base plate which carries the said rail extension, having a shoulder co-acting with a shoulder on said rail point when the joint has reached a predetermined limit of separation.

7. Expansion joint comprising in combination, a base plate having inner and outer flanges and an intermediate rail point, defining between them channels on opposite sides of the rail point, the latter being adapted to be secured in extension to a rail, a co-operating rail plate including a rail extension adapted to be secured to a rail, and a wing rail spaced from said rail extension to define a wheel flange channel, part of said rail extension and said wing rail overhanging the base plate from which they emanate so as to overlie the opposite base plate when the joint is closed, said rail point having a face in a plane diagonal to the tread surface, and said overlying part of said rail extension being cut away to fittingly receive said rail point, said base plates being hingedly as well as longitudinally separable, and the channels in the first named base plate being outwardly flared to guide the seating parts of the forward overhanging rail extension and wing rail, to a correct seating position despite slight deviations in ahnement of said base plate when hing- 8. Expansion joint comprising a rail divided diagonally in a plane perpendicular to the tread, base sections supporting said rail and divided transversely in a plane intersecting said rail and at a point beyond said diagonal line of division, whereby the separation of said rail takes place over one base section, and a guard rail extending along-side said diagonal line of division and spaced therefrom forming a flange-way.

9. Expansion joint comprising base plates, one carrying a rail extension and the other a rail point, said extension and point having abutting faces positioned relative to the base plate carrying the rail extension, so that the cleft between said faces occurs over said base plate, said base plate having a guide in the zone of said cleft interdigitating with a slide unitary with said rail point, and a wing rail paralleling the flange edge of the rail extension and rail point in said same zone, whereby the rail extension and rail point and the car wheels are continuously guided.

10. Expansion joint comprising in combination, a base plate formed with a rail extension adapted to be secured in alignment with and to form a. part of a rail, and a complementary base plate having a rail point adapted to be secured in alignment with and to form part of a rail, said extension and rail point having cooperating registering faces, the base plate carrying the rail extension underlying the cleft between said faces and having a guide interdigitating with a slide unitary with said rail point, and means for limiting the separation of said joint.

11. Expansion joint comprising in combination, a base plate formed with a rail extension adapted to be secured in alignment with and to form part of a rail, and a complementary base plate having a rail point adapted to be secured in alignment with and to form a part of a rail, said extension and rail point having cooperating faces extending diagonally of the tread surface of the rail, said base plate carrying the rail extension underlying the cleft between said rail extension and rail point, and having a guide interdigitating with a slide unitary with said rail point, and means for limiting the extent of separation of said joint.

12. Expansion joint comprising in combination, complementary base plates one having a rail and the other a rail point cooperating with said rail, the cooperating faces of said rail and rail point extending diagonally with respect to the tread surface of the rail, said rail point being provided with a slide extending in front of said rail point, and the base plate carrying said rail having a guideway receiving said slide, the latter being of sufficient length to still be maintained in said guideway when the joint is open to its maximum extent.

13. Expansion joint comprising in combination, complementary base plates one having a rail and the other a rail point cooperating with said rail, the cooperating faces of said rail and rail point extending diagonally with respect to the tread surface of the rail, and the line of di-. vision between said rail and rail point when said joint is closed lying altogether above one of said base plates, said rail point being provided with a slide extending in front of said rail point, and the base plate carrying said rail having a guide- Way receiving said slide, the latter being of sufficient length to still be maintained in said guideway when the joint is open to its maximum extent.

l l. Expansion joint comprising in combination, complementary base plates one having a rail and the other a rail point cooperating with the rail, the cooperating faces of said rail and rail point extending diagonally with respect to the tread surface of the rail, said rail point being provided with a slide extending in front of said rail point, the base plate carrying the rail having a guideway receiving said slide, the latter being of sufficient length to still be maintained in said guideway when the joint is open to its maximum extent, and means for limiting the extent to which said joint may open.

15. Expansion joint comprising in combination, complementary base plates one having a rail and the other a rail point cooperating with said rail, and slidably guided by its base plate, the cooperating faces of said rail and rail point extending diagonally with respect to the tread surface of the rail, said rail point being provided with a slide extending in front of said rail point, and the base plate which carries said rail having a guideway receiving the slide, the latter being of suflicient length to still be maintained in said guideway when the joint is open to its maximum limit.

16. Expansion joint comprising in combination, complementary base plates one having a rail and the other a rail point cooperating with said rail, the cooperating faces of said rail and rail point extending diagonally with respect to the tread surface of the rail, said rail point being provided with a slide extending in front of said rail point, and the base plate carrying said rail having a guideway receiving said slide, the latter being of sufiicient length to still be main tained in said guideway when the joint is open to its maximum limit, said guideway being directed substantially parallel to the vertical plane of the line of division between said joint whereby said rail and rail point are maintained in contact during the longitudinal movement of said rail point.

JOHN E. CONLEY. 

